Vehicle lighting assemblies and modules

ABSTRACT

A vehicle lighting assembly is provided that comprises a single heat sink defining a plurality of cavities. The heat sink is within, and movable relative to, a housing. The vehicle lighting assembly further comprises a plurality of optic polyhedrons configured within the cavities and a plurality of LED light sources within the cavities is configured to direct an incident light pattern through the optic polyhedrons to generate a plurality of vehicular light patterns.

CROSS REFERENCE TO RELATED APPLICATION

This application is a divisional application that claims priority to andthe benefit under 35 U.S.C. § 121 of U.S. patent application Ser. No.16/012,068, filed on Jun. 19, 2018, entitled “VEHICLE LIGHTINGASSEMBLIES AND MODULES”, the entire disclosure of which is incorporatedby reference herein.

FIELD OF THE INVENTION

The present invention generally relates to vehicle lighting assembliesand, more particularly, to vehicle light assemblies providing high-beam,low-beam, and daytime running light patterns.

BACKGROUND OF THE INVENTION

Vehicle headlamp systems employing a plurality of beam patterns offer aunique and attractive viewing experience and to address multiplelighting and visibility functions. It is therefore desired to implementa plurality of dynamic beam patterns in automotive vehicles for variouslighting application and vehicle functions.

SUMMARY OF THE INVENTION

According to one aspect of the present invention, a vehicle lightingassembly is provided that comprises a single heat sink defining aplurality of cavities. The heat sink is within, and movable relative to,a housing. The lighting assembly also includes a plurality of opticpolyhedrons configured within the cavities. The lighting assemblyfurther includes a plurality of light emitting diode (LED) light sourceswithin the cavities configured to direct an incident light patternthrough the optic polyhedrons to generate a plurality of vehicular lightpatterns.

Embodiments of the first aspect of the invention can include any one ora combination of the following features:

-   -   the heat sink is configured to dissipate thermal energy from the        LED light sources in both vehicle forward and rearward        directions;    -   the heat sink comprises a visible outer edge that extends past        the cavities vehicle forward;    -   the vehicular light patterns are a low-beam pattern, a high-beam        pattern, and a daytime running light pattern;    -   the optic polyhedrons that generate the low-beam pattern and the        high-beam pattern also collectively generate the daytime running        light pattern;    -   each optic polyhedron comprises a front side comprising a        plurality of micro-optic elements, and further wherein each        micro-optic element comprises a front face having a surface area        from about 0.25 millimeters squared to about 25 millimeters        squared;    -   each optic polyhedron comprises a plurality of near-field lens        (NFL) elements configured to collimate the incident light        pattern into the vehicular light patterns;    -   the heat sink defines an open end, and further wherein a lens is        disposed over the open end; and/or    -   the optic polyhedrons and the plurality of micro-optic elements        are formed of silicone.

According to a second aspect of the present invention, a vehiclelighting assembly is provided that comprises a first housing defining aplurality of cavities and received by a second housing. The vehiclelighting assembly further comprises a plurality of optic polyhedrons andcorresponding LED light sources configured within the cavities. Theplurality of LED light sources direct incident light patterns throughthe polyhedrons to generate a plurality of vehicular light patterns. Thefirst housing is movable relative to the second housing to calibrateeach of the vehicular light patterns.

Embodiments of the second aspect of the invention can include any one ora combination of the following features:

-   -   each optic polyhedron comprises a plurality of near-field lens        (NFL) elements configured to collimate the incident light        pattern into the vehicular light patterns;    -   the optic polyhedrons are formed of silicone;    -   the plurality of vehicular light patterns are a low-beam pattern        and a high-beam pattern, as set forth in the current U.S.        Federal Motor Vehicle Safety Standard 108;    -   each optic polyhedron comprises a front side comprising a        plurality of micro-optic elements, and further wherein each        micro-optic element comprises a front face having a surface area        from about 0.25 millimeters squared to about 25 millimeters        squared; and/or    -   the first housing defines an open end, and further wherein a        lens is disposed over the open end.

According to a third aspect of the present invention, a vehicle lightingassembly is provided that comprises a single heat sink defining aplurality of cavities within a housing. The vehicle lighting assemblyfurther comprises a plurality of optic polyhedrons and corresponding LEDlight sources are within the cavities. The LED light sources directincident light patterns through the polyhedrons to generate a pluralityof vehicular light patterns. The heat sink is movable relative to thehousing to calibrate one or more of the vehicular light patterns.

Embodiments of the third aspect of the invention can include any one ora combination of the following features:

-   -   the heat sink comprises a visible outer edge that extends past        the cavities vehicle forward;    -   the vehicular light patterns comprise a low-beam pattern, a        high-beam pattern, and a daytime running light pattern, and the        optic polyhedrons that generate the low-beam pattern and the        high-beam pattern also collectively generate the daytime running        light pattern;    -   the low-beam pattern and the high-beam pattern meet respective        the low-beam pattern requirements and high-beam pattern        requirements set forth in the current U.S. National Highway        Traffic Safety Administration Federal Motor Vehicle Safety        Standard 108; and/or    -   each optic polyhedron comprises a front side comprising a        plurality of micro-optic elements, and further wherein each        micro-optic element comprises a front face having a surface area        from about 0.25 millimeters squared to about 25 millimeters        squared.

These and other aspects, objects, and features of the present inventionwill be understood and appreciated by those skilled in the art uponstudying the following specification, claims, and appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is a front perspective view of a vehicle including a vehiclelighting assembly;

FIG. 2 is a top perspective view of a heat sink and housing of thevehicle lighting assembly depicted in FIG. 1;

FIG. 3 is an exploded view of the heat sink and housing depicted in FIG.2;

FIG. 4A is a side perspective view of a first lens module;

FIG. 4B is a side perspective view of a second lens module;

FIG. 5 is a cross-sectional view of the second lens module taken alongline V-V of FIG. 4B;

FIG. 6 is a top profile view of a heat sink positioned within a housingillustrating first and second positions of the heat sink within thehousing;

FIG. 7 is a front view of a heat sink positioned within a housingillustrating third and fourth positions of the heat sink within thehousing;

FIG. 8 is a side perspective view of a heat sink positioned within ahousing illustrating fifth and sixth positions of the heat sink withinthe housing;

FIG. 9 is a front view of a vehicle lighting module running a day timerunning light pattern;

FIG. 10 is a front view of a vehicle lighting module running a low-beampattern;

FIG. 11 is a front view of a vehicle lighting module running a high-beampattern; and

FIG. 12 is a front view of a vehicle lighting module with a turn andmarker lights illuminated.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

For purposes of description herein, the terms “upper,” “lower,” “right,”“left,” “rear,” “front,” “vertical,” “horizontal,” and derivativesthereof shall relate to the invention as oriented in FIG. 1. However, itis to be understood that the invention may assume various alternativeorientations, except where expressly specified to the contrary. It isalso to be understood that the specific devices and processesillustrated in the attached drawings, and described in the followingspecification are simply exemplary examples of the inventive conceptsdefined in the appended claims. Hence, specific dimensions and otherphysical characteristics relating to the examples disclosed herein arenot to be considered as limiting, unless the claims expressly stateotherwise.

As required, detailed examples of the present invention are disclosedherein. However, it is to be understood that the disclosed examples aremerely exemplary of the invention that may be embodied in various andalternative forms. The figures are not necessarily to a detailed designand some schematics may be exaggerated or minimized to show functionoverview. Therefore, specific structural and functional detailsdisclosed herein are not to be interpreted as limiting, but merely as arepresentative basis for teaching one skilled in the art to variouslyemploy the present invention.

In this document, relational terms, such as first and second, top andbottom, and the like, are used solely to distinguish one entity oraction from another entity or action, without necessarily requiring orimplying any actual such relationship or order between such entities oractions. The terms “comprises,” “comprising,” or any other variationthereof, are intended to cover a non-exclusive inclusion, such that aprocess, method, article, or apparatus that comprises a list of elementsdoes not include only those elements but may include other elements notexpressly listed or inherent to such process, method, article, orapparatus. An element preceded by “comprises” does not, without moreconstraints, preclude the existence of additional identical elements inthe process, method, article, or apparatus that comprises the element.

As used herein, the term “and/or,” when used in a list of two or moreitems, means that any one of the listed items can be employed by itself,or any combination of two or more of the listed items can be employed.For example, if a composition is described as containing components A,B, and/or C, the composition can contain A alone; B alone; C alone; Aand B in combination; A and C in combination; B and C in combination; orA, B, and C in combination.

For purposes of this disclosure, the term “coupled” (in all of itsforms, couple, coupling, coupled, etc.) generally means the joining oftwo components (electrical or mechanical) directly or indirectly to oneanother. Such joining may be stationary in nature or movable in nature.Such joining may be achieved with the two components (electrical ormechanical) and any additional intermediate members being integrallyformed as a single unitary body with one another or with the twocomponents. Such joining may be permanent in nature or may be removableor releasable in nature unless otherwise stated.

Furthermore, any arrangement of components to achieve the samefunctionality is effectively “associated” such that the desiredfunctionality is achieved. Hence, any two components herein combined toachieve a particular functionality can be seen as “associated with” eachother such that the desired functionality is achieved, irrespective ofarchitectures or intermedial components. Likewise, any two components soassociated can also be viewed as being “operably connected” or “operablycoupled” to each other to achieve the desired functionality, and any twocomponents capable of being so associated can also be viewed as being“operably couplable” to each other to achieve the desired functionality.Some examples of operably couplable include, but are not limited to,physically mateable and/or physically interacting components and/orwirelessly interactable and/or wirelessly interacting components and/orlogically interacting and/or logically interactable components.Furthermore, it will be understood that a component preceding the term“of the” may be disposed at any practicable location (e.g., on, within,and/or externally disposed from the vehicle) such that the component mayfunction in any manner described herein.

The following disclosure describes a vehicle lighting assembly having afirst housing and a second housing. In some examples, the first housingmay be a heat sink. The first housing defines a plurality of cavitiesconfigured to receive a plurality of lens modules, or optic polyhedrons.Light sources are disposed within each of the cavities and produce anincident light pattern toward an input surface of each of the lensmodules. The incident light pattern is collimated and exits an exitsurface of each of the lens modules. The first housing is movable withinthe second housing to calibrate a low-beam pattern from the collimatedincident light exiting the exit surfaces. A high-beam pattern may besubsequently calibrated. The lens modules may further be used to producea daytime running light pattern.

Referring to FIGS. 1-12, reference numeral 10 generally denotes avehicle lighting assembly that comprises a single heat sink 14 defininga plurality of cavities 18 a, 18 b, 18 c. The heat sink 14 is receivedby, and movable relative to, a housing, or bezel, 20 (see FIGS. 6-8 andcorresponding description below). A plurality of optic polyhedrons, orlens modules, 24 a, 24 b, 24 c is configured within the cavities 18 a,18 b, 18 c. A plurality of LED light sources 28 within the cavities 18a, 18 b, 18 c configured to direct an incident light pattern 32 throughthe optic polyhedrons, or lens modules, 24 a, 24 b, 24 c to generate aplurality of vehicular light patterns 180, 190, 200 (see FIGS. 9-11 andcorresponding description below).

Referring now to FIG. 1, a front view of a vehicle 50 is shown includinga pair of the vehicle lighting assemblies 10. The vehicle lightingassemblies 10 are installed in a front portion 54 of the vehicle 50 oneither side of a longitudinal centerline 58 of the vehicle 50 to form avehicle headlamp system 62. In particular, the vehicle lightingassemblies 10 may provide the following lighting functions: a front turnsignal (e.g., illuminated with a yellow or amber light when turn signalsor hazard button is activated), a daytime running light function (e.g.,fully illuminated with a DRL intensity light), a low-beam light function(e.g., partially illuminated with a full low beam intensity and, in someexamples, partially illuminated with DRL intensity), and a high-beamlight function (e.g., fully illuminated with a full high beam intensitylight). The vehicle lighting assemblies 10 are described in furtherdetail in later sections of this specification.

Referring now to FIGS. 2 and 3, the heat sink 14 defines the pluralityof cavities 18 a, 18 b, 18 c and is configured to dissipate thermalenergy from the plurality of LED light sources 28 disposed within thecavities 18 a, 18 b, 18 c in both vehicle forward and rearwarddirections. The heat sink 14 includes a rear wall 70 integrally formedwith a bottom wall 74 and a side wall 78. The rear wall 70 and thebottom wall 74 are further integrally formed with a plurality ofdividing walls 82 a, 82 b extending from the rear wall 70.

The bottom wall 74 and the side wall 78 of the heat sink 14 include acontinuous, non-linear outer edge 120 extending past the plurality ofcavities 18 a, 18 b, 18 c and visible vehicle forward. In some examples,an indicium 122 may be positioned on the outer edge 120 and visible fromvehicle forward. The outer edge 120 and the bottom wall 74 may define aslot 124 (see FIG. 11) positioned beneath the cavities 18 a, 18 b, 18 cconfigured to receive a light blade 128. The light blade 128 isconfigured to function as a turn signal when illuminated by a lightblade light source 132 (see also FIG. 11). In some examples, the lightblade light source 132 can be selected from various LED lightingtechnologies, including those that can emanate light of wavelengthsother than in the visible spectrum or various colors. In other examples,the light blade light source 132 may be, for example, a halogen bulb, anorganic light emitting diode, a high intensity discharge bulb, etc. Insome examples, other slots may be formed in the bottom wall 74 or theside wall 78 to receive other light blades, such as, for example, amarker light blade 136 received by a marker slot 140 positioned in theside wall 78, as shown in FIG. 3. The marker light blade 136 may beilluminated by one of the plurality of LED light sources 28 within thecavities 18 a, 18 b, 18 c, as shown in FIG. 3, or the marker light blade136 may alternatively be illuminated by a separate light source.

A first cavity 18 a is defined by the side wall 78 and a first dividingwall 82 a joined by the bottom wall 74 and the rear wall 70. The rearwall 70 forms a first step 86 spanning from the side wall 78 to thefirst dividing wall 82 a and positioned to allow an open end 90 of thefirst cavity 18 a to be aligned with a front surface 94 of the side wall78. A second cavity 18 b is defined by the first dividing wall 82 a anda second dividing wall 82 b joined by the bottom wall 74 and the rearwall 70. The rear wall 70 forms a second step 96 spanning from the firstdividing wall 82 a to the second dividing wall 82 b and positioned toallow an open end 98 of the second cavity 18 b to be aligned with theopen end 90 of the first cavity 18 a. The bottom wall 74 curves upwardto define a third cavity 18 c with the rear wall 70 and the seconddividing wall 82 b. The rear wall 70 forms a third step 102 spanningfrom the second dividing wall 82 b to the bottom wall 74 and positionedto allow an open end 106 of the third cavity 18 c to be aligned with theopen end 90 of the first cavity 18 a and the open end 98 of the secondcavity 18 b. The alignment of the first cavity 18 a, the second cavity18 b, and the third cavity 18 c produces the illusion of a continuousfront face while still having the cavities 18 a, 18 b, 18 c formed withgeometry mirroring the geometry of each of the plurality of lensmodules, or optic polyhedrons, 24 a, 24 b, 24 c.

Each of the dividing walls 82 a, 82 b includes a protrusion 148 a, 148 bpositioned forward of the respective dividing wall 82 a, 82 b and havinga generally polygonal cross-section. Each of the protrusions 148 a, 148b is positioned and configured to secure one of the plurality of lensmodules 24 a, 24 b, 24 c within the respective cavity 18 a, 18 b, 18 c.Each of the protrusions 148 a, 148 b includes a vertical, outer edge 150a, 150 b viewable from vehicle forward, adding an aesthetic appeal tothe vehicle lighting assembly 10. In some examples, it is contemplatedthat the protrusions 148 a, 148 b may have various cross-sectionalshapes including square, triangular, or rectangular, depending on theshape of the lens modules 24 a, 24 b, 24 c.

Each of the plurality of cavities 18 a, 18 b, 18 c is configured toreceive one of the plurality of lens modules, or optic polyhedrons, 24a, 24 b, 24 c. Each of the lens modules 24 a, 24 b, 24 c includes anexit surface 160 and an input surface 164. The general shape of the exitsurface 160 is dependent on the position and configuration of theindividual lens module 24 a, 24 b, 24 c. The lens modules 24 a, 24 b, 24c are each typically fabricated from one piece of material. In theillustrated examples, each of the lens modules 24 a, 24 b, 24 c ismolded from silicone. Lens modules formed of conventional materials,such as polycarbonate or acrylic lens, require a +ve draft angle andresult in a range of about three percent to about five percent loss oflight. This causes a glare issue and light loss. Molding the lensmodules 24 a, 24 b, 24 c from silicone provides a 0-draft material,maximizing the efficiency of the lens modules 24 a, 24 b, 24 c bylimiting the creation of non-optical surfaces. This minimizes scatterlight and reduces the light loss across the lens module 24 a, 24 b, 24 cand preventing glare. The use of silicone as the material for the lensmodules 24 a, 24 b, 24 c also allows finer micro-optic elements 154 tobe formed on the exit surface 160 than were possible with conventionalmaterials.

Referring now to FIG. 3, the housing 20 defines a cavity 166 andincludes an open end 168. The cavity 166 is configured to receive theheat sink 14 and the plurality of lens modules 24 a, 24 b, 24 c. Thehousing 20 is shaped to mirror the shape of the heat sink 14 such thatthe outer edge 120 of the heat sink 14 is flush with an outer rim 172 ofthe housing 20. The heat sink 14 is movable within the housing 20, asdescribed in more detail later. A lens 176 may be positioned over theopen end 168 of the housing 20 to secure the heat sink 14 and theplurality of lens modules 24 a, 24 b, 24 c within the cavity 166. Thelens 176 may be operably coupled to the outer rim 172 of the housing 20and may be formed of an optically translucent material, such aspolycarbonate, glass, or other translucent materials.

Referring again to FIGS. 2 and 3, each of the lens modules 24 a, 24 b,24 c is shaped specifically for the cavity 18 a, 18 b, 18 c configuredto receive the lens module 24 a, 24 b, 24 c. Each of the lens modules 24a, 24 b, 24 c, particularly the exit surface 160, can take on a varietyof shapes, including those illustrated in FIGS. 2-5. The first lensmodule 24 a has a generally triangular exit surface 160 andcross-sectional shape. Each of the second and third lens modules 24 b,24 c have generally rectangular exit surfaces 160 and cross section. Inother examples, the lens modules 24 a, 24 b, 24 c may have exit surfaces160 and/or cross sections having various shapes, such as aparallelogram, circle, oval, or trapezoid. In some examples, each of theexit surfaces 160 may be surrounded by a front edge 170. When the lensmodules 24 a, 24 b, 24 c are received by the respective cavities 18 a,18 b, 18 c, each front edge 170 is positioned substantially flush withthe open end 90, 98, 106 of the respective cavity 18 a, 18 b, 18 c. Theexterior walls of the lens modules 24 a, 24 b, 24 c may be shaped toaccommodate the shape of the input surface 164 and the exit surface 160.Packaging requirements and particular spread and intensity levelsrequired by the final application can also influence the final shapefactor chosen for the lens modules 24 a, 24 b, 24 c and the exitsurfaces 160.

Each of the plurality of cavities 18 a, 18 b, 18 c includes one of aplurality of LED light sources 28 positioned to illuminate through theopen end 90, 98, 106 of the cavity 18 a, 18 b, 18 c. The LED lightsources 28 of the vehicle lighting assembly 10 produce the incidentlight pattern 32 that is generally directed into the input surface 164of each of the lens modules 24 a, 24 b, 24 c, respectively. Each of theLED light sources 28 may produce an incident light pattern 32 at adaytime running light pattern intensity, a low-beam intensity, and ahigh-beam intensity, depending on a vehicular light pattern 180, 190,200 (see FIGS. 9-11) being produced. Each of the LED light sources 28can be selected from various LED lighting technologies, including thosethat can emanate light of wavelengths other than in the visible spectrumor various colors. Further, various color filters and other opticalelements (e.g., diffusers) can be employed immediately in front of orpart of the LED light sources 28 to produce certain desired opticaleffects associated with the various vehicular light patterns 180, 190,200 (see FIGS. 9-11). In some examples, the light sources and lensmodules 24 a, 24 b, 24 c may be used to produce a cornering function. Itshould be understood that the LED light sources 28 are located inproximity to the input surfaces 164 to facilitate the efficientcollection of incident light by the surfaces 164 of the lens modules 24a, 24 b, 24 c. It is contemplated that other light sources, for example,OLEDS, a halogen bulb, or a high intensity discharge bulb may be usedwithout departing from the scope of the present disclosure.

Referring now to FIGS. 3-5, the input surfaces 164 of each lens module24 a, 24 b, 24 c are each configured according to dimensional andmathematical relationships to collimate the incident light pattern 32from the LED light sources 28 into vehicular light patterns 180, 190,200 (see FIGS. 9-11). The input surfaces 164 are generally arranged in asubstantially circular or parabolic configuration to efficiently collectthe majority of the incident light pattern 32 from the LED light sources28, as shown in FIG. 5. In some examples, the input surfaces 164 mayalso be configured in substantially rectangular configurations toaccommodate LED light sources 28 that produce an incident light pattern32 in a substantially linear pattern.

Incident light from LED light sources 28 is usually Lambertian incharacter with significant scattering in various directions. In otherwords, light emanates and spreads from the source in all directions—onthe order of 180 degrees. The near-field lens (NFL) elements 174 areintegrated within each of the lens modules 24 a, 24 b, 24 c and functionto collimate the incident light pattern 32 from the LED light sources28. Each near-field lens element 174 may possess a focal length thatdiffers from the focal lengths of other near-field lens elements 174. Assuch, these near-field lens elements 174 can work together to collimatethe incident light pattern 32 from the LED light sources 28. In someexamples, each of the lens modules 24 a, 24 b, 24 c may include morethan one grouping of near-field lens elements 174.

Referring now to FIGS. 4A-5, each of the lens modules 24 a, 24 b, 24 cmay include a plurality of the micro-optic elements 154 along the exitsurface 160. The micro-optic elements 154 are configured to shape thecollimated incident light pattern 32 into a particular shape dependingon the selected application of vehicle lighting assembly 10. Asdiscussed later, the micro-optic elements 154 are configured to shapethe incident light pattern 32 for use as a low-beam pattern 190 (FIG.10), i.e., a wide pattern directed relatively close to the vehiclelighting assembly 10 when it is arranged in the vehicle headlamp system62. The micro-optic elements 154 are also a configured to shape theincident light pattern 32 for use as a high-beam pattern 200 (FIG. 11),i.e., a narrow pattern directed farther away from the vehicle 50 than alow-beam pattern 190. Still further, the lens modules 24 a, 24 b, 24 care configured within vehicle lighting assembly 10 to shape the incidentlight pattern 32 into a daytime running light pattern 180 (FIG. 9).

As shown in FIGS. 4A and 4B, the micro-optic elements 154 are integrallyformed with the exit surface 160 and, in some examples, may be generallysquare or rectangular. The micro-optic elements 154 may have a height154 h ranging from about 0.5 millimeters to about 5 millimeters. Themicro-optic elements 154 may also have a width 154 w ranging from about0.5 millimeters to about 5 millimeters. The height 154 h and width 154 wranges combine to produce micro-optic elements 154 with front faces 156having surface areas of approximately 0.25 mm² to approximately 25 mm².In some examples, the height to width ratio may be 1:1 (see FIG. 4B). Inother examples, the height 154 h may be greater than the width 154 w(see FIG. 4A). In still other examples, the width 154 w may be greaterthan the height 154 h. In other examples, the micro-optic elements 154may be circular in shape with a diameter ranging from about 0.5millimeters to about 5 millimeters or triangular with any one of thethree legs having a length from about 0.5 millimeters to about 5millimeters.

As shown in FIG. 5, when the micro-optic elements 154 are generallyrectangular or square, the front face 156 may be positioned at an angleθ to the exit surface 160. Each micro-optic element 154 may bepositioned at a different angle θ within a range from about 0° to about45°. The angle θ combined with the various surface areas of the frontfaces 156 provide calculated spread of the incident light pattern 32.Additionally, the micro-optic elements 154 create an aestheticallypleasant glitter effect on the exit surface 160. It is contemplated thatthe micro-optics 154 may differ in size and/or shape based on thelocation of the individual micro-optic element 154 on the exit surface160. The micro-optic elements 154 further provide a uniformly lit frontface for the light beam patterns 180, 190, 200.

Referring now to FIGS. 6-8, the heat sink 14 and the plurality of lensmodules 24 a, 24 b, 24 c are movable as a single unit within the housing20. The heat sink 14 is pivotable between position A and position Balong a first common datum for adjusting the horizontal aim of thevehicle lighting assembly 10, as shown in FIG. 6. Each of position A andposition B places the heat sink 14 at an angle α from the right or leftof the first common datum, respectively. Similarly, the heat sink 14 ispivotable between position C and position D along a second common datumfor adjusting the front angle aim of the vehicle lighting assembly 10,as shown in FIG. 7. Each of position C and position D places the heatsink 14 at an angle β from the second common datum. The heat sink 14 isalso pivotable between position G and position H along a third commondatum for adjusting the vertical aim of the vehicle lighting assembly10, as shown in FIG. 8. Each of position G and position H places theheat sink 14 at an angle δ from the third common datum. When themovement along the first, second, and third common data is combined, theheat sink 14 may be adjusted within the housing 20 to a calibrationposition to calibrate the low-beam pattern 190 (FIG. 10) to meet thelow-beam pattern requirements as set forth in the current U.S. NationalHighway Traffic Safety Administration (NHTSA) Federal Motor VehicleSafety Standard 108. The positioning of the plurality of lens modules 24a, 24 b, 24 c within the heat sink 14 and housing 20 allow the entirevehicle lighting assembly 10 to be calibrated with respect to thelow-beam pattern 190 (FIG. 10) while still maintaining the necessarycalibration for the high-beam pattern 200 (FIG. 11) to meet thehigh-beam pattern requirements as set forth in current U.S. NHSTAFederal Motor Vehicle Safety Standard 108.

Referring now to FIGS. 9-12, various vehicular light patterns 180, 190,200 that may be produced by the vehicle lighting assembly 10 are shownas well as an option to activate an illuminated marker 210 and/or anilluminated turn signal 220. When the daytime running light (DRL)pattern 180 is in use as shown in FIG. 9, the first, second, and thirdlens modules 24 a, 24 b, 24 c are collectively illuminated at a DRLintensity by the respective LED light sources 28 (see FIG. 3). Theresulting daytime running light pattern 180 is a light beam pattern atapproximately 60 times lower than the low-beam pattern and configuredilluminate forward of the vehicle 50 when the vehicle 50 is running.When the low-beam pattern 190 as shown in FIG. 10, only the first andsecond lens modules 24 a, 24 b are illuminated. The first and secondlens modules 24 a, 24 b are illuminated at a full low-beam intensity bythe respective LED light sources 28 (see FIG. 3). In some examples, thethird lens module 24 c may be illuminated at DRL intensity or lower. Asdiscussed previously, the resulting low-beam pattern 190 conforms to therequirements for low-beam lighting as set forth in current U.S. FederalMotor Vehicle Safety Standard 108. When the high-beam pattern 200 is inuse as shown in FIG. 11, the first, second, and third lens modules 24 a,24 b, 24 c are collectively illuminated by the LED light sources 28 (seeFIG. 3) at a full high-beam intensity. As discussed previously, theresulting high-beam pattern 200 conforms to the requirements forhigh-beam lighting as set forth in current U.S. Federal Motor VehicleSafety Standard 108.

The light blade 128 may be illuminated when the vehicle lightingassembly 10 is utilizing any of the previously discussed vehicular lightpatterns 180, 190, 200 or even when the vehicle lighting assembly 10 isunlit. When the light blade 128 is illuminated, the light blade 128 mayfunction to produce an illuminated turn signal 220. The light blade 128when illuminated may be used illuminated turn signal 220. In someexamples, the light blade 128 may be illuminated to be used as a hazardlight and/or to indicate that the vehicle 50 has been locked. It iscontemplated that the light blade 128 may be illuminated in otherinstances without departing from the scope of the present disclosure.Similarly, the heat sink 14 may include other light blades, such themarker light blade 136, that may be illuminated separately from or inconjunction with the light blade 128.

The heat sink 14 being positioned in and movable relative to the housing20 is advantageous as it allows a user to mechanically aim the low-beampattern 190 and consequently aim the high-beam pattern 200 and thedaytime running light pattern 180, as opposed to keeping the daytimerunning light pattern 180 separate from the low-beam pattern 190 andhigh-beam pattern 200. The heat sink 14 independently positioned in thehousing 20 without the use of a conventional second bezel or housing tosecure it is also advantageous. The heat sink 14 also acts as a commondatum for all necessary lighting functions. This allows the heat sink 14to be used for all heat dissipation for the light sources 28 and as asingular attachment point that sets the orientation and position of alllight beam patterns 180, 190, 200 and light functions 210, 220 mountedto the heat sink 14. Additionally, the heat sink 14 and the lightsources 28 and respective lens modules 24 a, 24 b, 24 c may constitutethe entirety of the inner viewable headlamp, eliminating the need fordecorative bezels. This provides an increased simplicity for the vehiclelighting assembly 10 and eliminates excess parts (e.g., the decorativebezels and inner bezels).

The use of the lens modules, or optic polyhedrons, 24 a, 24 b, 24 c isalso advantageous. Manufacturers currently are required to add aseparate daytime running lamp for countries that do not allow the use ofthe low-beam pattern 190 as the daytime running light pattern 180. Usingthe same lens modules 24 a, 24 b, 24 c to produce the daytime runninglight pattern 180, the low-beam pattern 190, and the high-beam pattern200 streamlines the aesthetic and prevents excess lamps on the vehicle50. Additional functions can be added without departing from the overallassembly and movement of the heat sink 14 and housing 20. Themicro-optics on the front face of the lens modules 24 a, 24 b, 24 c alsocreate a uniform distribution of light when illuminated at the DRLintensity or higher, resulting in a uniformly lit appearance that isdesirable difficult to achieve, particularly for the daytime runninglight pattern.

It is also important to note that the construction and arrangement ofthe elements of the invention as shown in the exemplary examples isillustrative only. Although only a few examples of the presentinnovations have been described in detail in this disclosure, thoseskilled in the art who review this disclosure will readily appreciatethat many modifications are possible (e.g., variations in sizes,dimensions, structures, shapes and proportions of the various elements,values of parameters, mounting arrangements, use of materials, colors,orientations, etc.) without materially departing from the novelteachings and advantages of the subject matter recited. For example,elements shown as integrally formed may be constructed of multiple partsor elements shown as multiple parts may be integrally formed, theoperation of the interfaces may be reversed or otherwise varied, thelength or width of the structures and/or members or connectors or otherelements of the system may be varied, the nature or number of adjustmentpositions provided between the elements may be varied. It should benoted that the elements and/or assemblies of the system might beconstructed from any of a wide variety of materials that providesufficient strength or durability, in any of a wide variety of colors,textures, and combinations. It should be understood that the elementsmay be adjusted in arrangement, particularly in positioning and numberof cavities, and may be used in various lighting applications includingin tail lamps, motorcycle headlights, boat headlamps, flood lights, andany other application configured to utilize lens modules to create apredefined pattern. The elements may be used in handheld applicationssuch as flashlights or spotlights or any other application not requiringa predefined pattern, as well. The elements may be formed of otheroptically transparent materials providing a 0-draft or other low-draftlens module. Accordingly, all such modifications are intended to beincluded within the scope of the present innovations. Othersubstitutions, modifications, changes, and omissions may be made in thedesign, operating conditions, and arrangement of the desired and otherexemplary examples without departing from the spirit of the presentinnovations.

It is to be understood that variations and modifications can be made onthe aforementioned structure without departing from the concepts of thepresent invention, and further it is to be understood that such conceptsare intended to be covered by the following claims unless these claimsby their language expressly state otherwise.

What is claimed is:
 1. A vehicle lighting assembly, comprising: a firsthousing defining a plurality of cavities and received by a secondhousing; and a plurality of optic polyhedrons and corresponding LEDsources within the cavities, wherein the LED sources direct incidentlight patterns through the polyhedrons to generate a plurality ofvehicular light patterns, wherein the first housing is pivotable alongthree independent datums relative to the second housing to calibrate oneor more of the vehicular light patterns.
 2. The vehicle lightingassembly of claim 1, wherein each optic polyhedron comprises a pluralityof near-field lens (NFL) elements configured to collimate the incidentlight pattern into the vehicular light patterns.
 3. The vehicle lightingassembly of claim 2, wherein each optic polyhedron is formed ofsilicone.
 4. The vehicle lighting assembly of claim 3, wherein theplurality of vehicular light patterns are a low-beam pattern and ahigh-beam pattern, as set forth in the current U.S. Federal MotorVehicle Safety Standard
 108. 5. The vehicle lighting assembly of claim1, wherein each optic polyhedron comprises a front side comprising aplurality of micro-optic elements, and further wherein each micro-opticelement comprises a front face having a surface area from about 0.25millimeters squared to about 25 millimeters squared.
 6. The vehiclelighting assembly of claim 5, wherein the first housing defines an openend, and further wherein a lens is disposed over the open end.
 7. Thevehicle lighting assembly of claim 1, wherein the first housing and theplurality of cavities further define a slot that comprises a lightblade, and further wherein the light blade is configured to function asa turn signal.
 8. A vehicle lighting assembly, comprising: a firsthousing defining a plurality of cavities and received by a secondhousing; and a plurality of optic polyhedrons and corresponding LEDsources within the cavities, wherein the LED sources direct incidentlight patterns through the polyhedrons to generate a plurality ofvehicular light patterns, wherein the first housing is pivotable along aplurality of independent datums relative to the second housing tocalibrate one or more of the vehicular light patterns.
 9. The vehiclelighting assembly of claim 8, wherein each optic polyhedron comprises aplurality of near-field lens (NFL) elements configured to collimate theincident light pattern into the vehicular light patterns.
 10. Thevehicle lighting assembly of claim 9, wherein each optic polyhedron isformed of silicone.
 11. The vehicle lighting assembly of claim 10,wherein the plurality of vehicular light patterns are a low-beam patternand a high-beam pattern, as set forth in the current U.S. Federal MotorVehicle Safety Standard
 108. 12. The vehicle lighting assembly of claim8, wherein each optic polyhedron comprises a front side comprising aplurality of micro-optic elements, and further wherein each micro-opticelement comprises a front face having a surface area from about 0.25millimeters squared to about 25 millimeters squared.
 13. The vehiclelighting assembly of claim 12, wherein the first housing defines an openend, and further wherein a lens is disposed over the open end.
 14. Thevehicle lighting assembly of claim 8, wherein the first housing and theplurality of cavities further define a slot that comprises a lightblade, and further wherein the light blade is configured to function asa turn signal.
 15. A vehicle lighting assembly, comprising: a firsthousing comprising a cavity and received by a second housing; and aplurality of optic polyhedrons and corresponding LED sources within thecavity, wherein the LED sources direct incident light patterns throughthe polyhedrons to generate a plurality of vehicular light patterns,wherein the first housing is pivotable along a plurality of independentdatums relative to the second housing to calibrate one or more of thevehicular light patterns.
 16. The vehicle lighting assembly of claim 15,wherein each optic polyhedron comprises a plurality of near-field lens(NFL) elements configured to collimate the incident light pattern intothe vehicular light patterns.
 17. The vehicle lighting assembly of claim16, wherein each optic polyhedron is formed of silicone.
 18. The vehiclelighting assembly of claim 17, wherein the plurality of vehicular lightpatterns are a low-beam pattern and a high-beam pattern, as set forth inthe current U.S. Federal Motor Vehicle Safety Standard
 108. 19. Thevehicle lighting assembly of claim 15, wherein each optic polyhedroncomprises a front side comprising a plurality of micro-optic elements,and further wherein each micro-optic element comprises a front facehaving a surface area from about 0.25 millimeters squared to about 25millimeters squared.
 20. The vehicle lighting assembly of claim 19,wherein the first housing defines an open end, and further wherein alens is disposed over the open end.